Automatic signal and train-stop.



A. BLAIR. AUTOMATIC SIGNAL AND TRAIN STOP.

APPLICATION FILED SEPT-11.1915.

Patented Nov. 21, 1916.

2 SHEETS-SHEET l- A. BLAIR.

AUTOMATIC SIGNAL AND TRAIN STOP.

APPLICATION FILED SEPT- I, 1915.

Patented Nov. 21, 1916.

2 SHEETS-SHEET 2.

ADAM BLAIR, OF BROOKLYN, NEW YORK.

AUTOMATIC SIGNAL AND TRAIN-STOP.

Specification of Letters Patent.

Patented Nov. 21, 1916.

Application filed September 11, 1915. Serial No. 50,194.

To all whom it may concern:

Be it known that I, ADAM BLAIR, a citizen of the United States, residing at Brooklyn, in the county of Kings and State of New York, have invented new and useful Improvements in Automatic Signals and l.rain-Stops, of which the following is a specification.

This invention relates to automatic signals and train stops and it consists in the novel features hereinafter described and claimed.

An object of the invention is to provide an apparatus of the character indicated adapted to be positioned adjacent a railroad track and which is automatically operated by the passage of an engine or locomotive along the track to set a signal at the entrance of a block which the said engine enters, and furthermore to provide means for automatically turning the signal to clear position as the engine leaves the block. Fur- I thermore, means is provided for preventing another engine from entering the block while the preceding engine is upon the same.

lVith the above objects in view the apparatus consists of aspring pressed pivoted ramp located in the vicinity of the entrance of the block and adjacent one of the track rails and a similarly mounted ramp located in the vicinity of the exit of the block.

Means is provided for locking the first mentioned ramp in a depressed position, which means is releasable when the second mentioned ramp is depressed. The first mentioned ramp is operatively connected with a hook pivotally mounted adjacent the track rail and with a signal located at the entrance end of the block. Each engine carries at its cab means for operating its air brake valve and throttle valve, and as a succeeding engine enters a block upon which apreceding engine is, located, the hook engages the said means and ruptures a part thereof whereby a spring, which is part of the means, proj ects another part against the handles of the air brake and throttle valves, whereby the throttle valve of the succeeding engine is closed and the brakes are applied.

In the accompanying drawings, Figure 1 is a side elevation .of the signal and train control and part of an engine or locomotive with parts thereof brokenawaya Fig. 2 is a top plan view of the train control mechanism. Fig. 3 is a side elevation of the ramp which is positioned adjacent the entrance end of the block. Fig. 4: is a perspective view of the hook which is positioned adjacent the entrance end of the block. Fig. 5 1s a detail side elevation of mechanism carried upon the cab of the locomotive for operating the air brake and throttle valve. Flg. 6 is a transverse sectional view of the ramp shown in Fig. 3 0n the line 6-(3 thereof. Fig. 7 is a perspective view of part o'fbthe mechanism carried upon the engine ca As illustrated in the accompanying drawlngs the signal and train control apparatus are positioned adjacent a track rail 1, and it may be assumed that the rail, as shown in Figs. 1 and 2 of the drawings, indicate the length of a block of a block signal system. A ramp 3 is pivotally mounted adjacent the side of the track rail upon a plate 2 which is in turn suitably mounted upon the ties which support the said track rail.

A spring 4. is interposed between the under edge of the ramp 3 in the vicinity of the free end thereof and the base flange of the rail 1, as best shown in Fig. 6 of the drawings, is under tension with a tendency to normally hold the free end portion of the ramp 3 elevated above the upper surface of the head of the rail 1. The ramp 3 is provided at its free end with a notch 5 the object of which will be hereinafter explained.

The plate 1 is provided at a point between its ends with an arcuate slot 6 and a bell crank lever 7 is fulcrumed upon the said plate. One end of the said lever 7 is pivotallv connected wit-h the ramp 3 by means of a pin 8, (see Fig. 3) which passes through the slot 6. A rod 9 is pivotally connected with the other end of the bell crank lever 7 and the said rod extends toward a signal stand 10, mounted adjacent the track rail 1, and pivotally connects with a bell crank lever 11 pivotally mounted at the base of the said stand. A semaphore signal 12 is pivotally mounted at the upper end of the stand 10 and a rod 13 operatively connects the bell crank lever 11 with the said semaphore signal.

A casing 14 is mounted upon the track tiesbetween the ramp 3 and the signal stand 10 and a hook 15 is pivotally mounted in the casing 14. .A bell crank lever 16 is fulcrumed at the, side of the casing 1 1 and is operatively connected at one end with the rod 9 and operatively connected at its other end with the hook 15. A spring 17 (indicated by dotted lines in Fig. 1) is interposed between the bottom of the casing 12 and the under edge of the hook 15 in the vicinity of the free end thereof, and is under tension with a tendency to normally hold the free end of the said hook at an elevated position.

A plate 18 is mounted adjacent the track rail 1 in the vicinity of the exit end of the block, and a ramp 19 is pivoted to the said plate at the inner side thereof. A spring 20, (indicated by dotted lines in Fig. 1) is interposed between one of the track ties and the under edge of the ramp 19 in the vicinity of the free end thereof. A bell crank lever 21 is fulcrumed upon the plate 18 and is pivotally connected at one end with the ramp 19 and at its other end is pivotally connected with a rod 22 which extends along the track rail 1 from the plate 18 to the plate 2. A block 23 is connected with that end of the rod 22 adjacent the plate 2 and the said block 23 is slidably mounted upon the plate 2. A spring 24 is interposed between the end of the plate 2 and the block 23 and is under tension with a tendency to hold the block 23 toward the free end of the ramp 3. WVhen the free end of theramp 3 is depressed the block 23 mayenter the notch 5 thereof and hold the said ramp 3 in a depressed position against the tension of the spring 1 hereinbefore described.

As illustrated in Fig. 1 of the drawings each locomotive 25 which is adapted to pass over the road is provided with a throttle valve 26 and an air brake valve 27. Guides 28 are mounted at suitable points upon the cab of the locomotive and a rod 29 is slidably mounted in the said guides. A yoke 30 is carried at the upper end of the rod 29 and a spring 31 is interposed between the lower end of the said yoke and the uppermost guide 28. The said spring 31 is under tension with a tendency to normally hold the yoke 30 in an elevated position and against the handles of the valves 26 and 27. A block 32 is pivotally mounted upon the locomotive at a point below the cab thereof. and a lug 33 is mounted in the path of movement of the block 32 and is adapted to limit its swinging movement in one direction. whereby the said block may assume a vertical position as shown in Figs. 1 and 5 of the drawings.

As shown in Fig. 7 of the drawing the block 32 is provided at its lower end with a recess 34 and at the opposite sides of the said recess with openings 35. A handle staff 36 is pivotally connected at its lower end with the forward side of the block 32 and the upper end of the said staff is dis posedwithin the cab of the locomotive 25. The staif 36 is provided at a point between its ends with an eye 37, which may be engaged over a pin 38, whereby the said stall may be held in an elevated position and the block 32 may be supported in the position shown in dotted lines in Fig. 5 of the drawings. A cord or other breakable element 39 is connected at one end with the lower end of the rod 29, and extends down and passes through the openings at the sides of the block 32 and a portion of the said cord is disposed transversely across the recess 31 at the lower free end of the block 32. The extremity of the cord 36 may be attached to the block 32' in any suitable manner as for instance by providing a knot, at the end of the cord 36 which knot is of greater diameter than the innermost opening 35 of the said block.

hen a preceding locomotive 25 enters the block of the block signal system the wheels of the locomotive encounter the ramp 3 and depress the same from the position shown in Fig. 3 of the drawings to the position indicated by dotted lines in Fig. 1 of the drawings. As the said ramp 3 moves in a downward direction the bell crank lever 7 is swung, whereby the rod 9 is moved longitudinally and through the bell crank lever 11' the rod 13 is moved longitudinally and thus the semaphore signal 12 is swung from. an open to danger position upon the stand 10. At the same time, the rod 9 swings the bell crank lever 16 whereby the free end of the hook 15 is elevated with relation to the track rail 1.

When the ramp 3v is depressed as just described, the notch is brought into alinement with the block 23 and under the in fluence of the spring 24: the said block is forced into the said notch whereby the rod 2 is moved longitudinally. Inasmuch as the said rod is connected with the bell crank le ver 21, the said lever is swung and the ramp 19 is moved to an elevated position with relation to the track rail 1. While the said locomotive is upon the block of the block signal system and should a folloiw ing locomotive attempt to enter the said block, the block 32 of the following locomotive will pass over the free end of the hook 15 and the bill of the hook will engage that part of the cord 36 which is disposed across the recess 34: and the said cord will be broken. The rod 29 carried by the succeeding locomotive is then elevated under the influence of the spring 31 and the yoke 30 carried by the said rod comes into contact with the handles of the valves 26 and 27 whereby the steam is cut ofi at the throttle valve and the air brakes are applied upon the succeeding locomotive and the same therefore comes to a state of rest. l/Vhen it is desired that the succeeding locomotive shall not be influenced by the position of the hook 15, the staff 36 is elevated and the eye 37 is engaged with the pin 38 whereby the block 32 is held in the position shown in dotted lines in Fig. 4E and the said block will clear the upper end of the hook 15 as it passes over the same. When the preceding locomotive upon the block of the block signal system arrives at the end of the said block, the wheels of the said locomotive encounter the ramp 19 and depress the same against the tension of the spring 20. Therefore the bell crank lever 21 is swung and the rod 22 is moved longitudinally and the block 33 is withdrawn from the notch 5 in the ramp 3. Thus the free end of the said ramp 3 is released and under the tension 01": the spring 4 the said ramp is elevated with relation to the track rail 1 and through the intervening connecting parts the hook 15 and semaphore signal 12 are returned to initial or normal positions. After the preceding locomotive has passed beyond the ramp 19 a succeeding locomotive may enter the block of the block signal system in safety.

. Having described the invention what is claimed is 1. In combination with a track rail a ramp movably mounted adjacent the track rail, means for normally holding the ramp in an elevated position with relation to the track rail, a spring pressed hook movably mounted adjacent the track rail, means operatively connecting the hook with the ramp, a spring pressed valve operating mechanism carried by the stock which travels on the track rail and a breakable member attached to said valve operating mechanism and adapted to be engaged by the said hook when in an elevated position with relation to the track rail.

2. In combination with a track rail a ramp movably mounted adjacent the track rail, a spring for normally holding the ramp in an elevated position with relation to the track rail, a signal mounted adjacent the track rail, means operatively connecting the signal with the ramp, a hook movably mounted adjacent the track rail and operatively connected with the said means which connects the ramp with the signal, a spring pressed valve operating mechanism mounted upon the rolling stock which moves along the track rail, and a breakable element attached to said valve operating mechanism and adapted to encounter the hook when the same is in an elevated position with relation to the track rail.

3. In combination with a track rail a ramp movably mounted adjacent the rail, spring means for normally holding the ramp in an elevated position with relation to the rail, a signal located adjacent the track rail, means operatively connecting the signal with the ramp, a second ramp movably mounted adjacent the track rail, spring means for normally holding the last mentioned ramp in an elevated position with relation to the track rail and means connected with the second mentioned ramp for locking the first mentioned ramp in a depressed position with relation to the track rail.

4'. In combination with a track rail a ramp movably mounted adjacent the track rail, spring means for normally holding the ramp in an elevated position with relation to the track rail, a hook operatively connected with said ramp a signal operatively connected with the ramp, a second ramp movably mounted adjacent the track rail, spring means for normally holding the second mentioned ramp at an elevated position with relation to the track rail, means operatively connected with the second mentionedramp for holding the first mentioned ramp at a depressed position with relation to the track rail, a springpressed valve operating mechanism carried by the rolling stock which moves along the track rail, and a breakable member attached to said valve operating mechanism and adapted to encounter the hook when the same is in an elevated position.

5. In combination with a track rail a ramp movably mounted adjacent the track rail, means for normally holding the ramp in an elevated position with relation to the track rail, a hook movably mounted adjacent the track rail, means operatively connecting the hook with said ramp, rolling stock mounted for movement along the track, a block pivotally mounted upon the rolling stock and having a recess, a spring pressed rod movably mounted upon the rolling stock and carrying a member adapted to engage controlling valves, and a breakable member connected with the rod and disposed transversely across the recess of the block and adapted to engage the hook when the said hook is in an elevated position with relation to the track rail.

In testimony whereof I afliX my signature in presence of two witnesses.

ADAM BLAIR.

Witnesses:

JOHN A. DONEGAN, GEO. A. BYRNE.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

- Washington, D. G. 

